Patents Completed.
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EXHAUST PORTS. — Brauer. —No. 8,615, dated 10th April, 1906.—This invention has reference to exhaust ports adapted to be uncovered by the piston whether such ports constitute the sole means of exhaust or are auxiliary to a main exhaust. The ports (f) discharge through chambers (j) wherein air-inlet valves (h, hi.) are mounted. The rush of the exhaust past the valves (h, opens the valves (v) and draws air in after it, so that the chambers (j), and adjacent portions of the exhaust conduit, are thus left filled with air after the completion of the exhaust period. It follows that, when the piston again uncovers the ports (f) at the end of the suction stroke, instead of drawing in a portion of the exhaust gases, the air already admitted to the valves (h., hi) is drawn into the cylinder and thus the charge is net vitiated.
FRICTION CLUTCIL—Bradley and Another,—No. 9,518, 23rd April, 1906.— This friction clutch is of the multiple-disc type and it is well known that, with clutches of this kind, difficulty is experienced, when de-clutching, in separating the plates from each other. According to this invention, this difficulty is overcome by providing each plate with one, or more, bars or fingers (23). The discs are each. provided with lugs (21) arid one bar is arranged to engage each lug. In the end of each bar is a recess (25), wherein lies the periphery of the plate (14). This plate is spring-controlled and is normally advanced to compress the discs, but it is withdrawn against the action of its spring when the clutch is to he thrown out of operation. As this plate is withdrawn, it carries with it the bars (23), and these are so adjusted, that those bars appropriated to each disc aro withdrawn separately, whereby the discs are released one after the Other and are all held positively out of engagement so long as the member (14) is in the de-clutching position.
WORM GEAR DRIVE.—Spivey.—No. 7,509, dated 28th March, 1906.—According to this invention, a series of single or
twin cylinders (P or P, Pt) are arranged to operate upon a single straight shaft (K) carrying a Series of worm wheels (W). Each worm wheel is driven by a worm (V) directly coupled to the piston or pistons of the driving cylinders. Each engine, whether provided with one or two cylinders, thus constitutes a separate element having its own crank-shaft, whilst each crank-shaft is connected by a worm to the one main shaft (K). The separate engines can be connected to the shaft (K) at various points, and their respective working. strokes. areso arranged that the strains upon the shaft (K) are equalised.
TAXIMETER.—B o u 1 t.—No. 9,931, dated 28th April, 1906.—The normal recording mechanism comprises a cam member (2) carried by a spindle (35), which is operatively connected with the road wheels. ,Potation of the cam causes an arm (3) pivoted to an arm (4) to rise and fall alternately, the upward movement being effected by the cams (2), and the downward movement by the springs (30). The arm (3) operates the indicating hand by engaging teeth on a wheel (1), and the number of teeth so engaged at each reciprocation is regulated by an arm (10) carrying a pin (0). The pin (9) engages an extension (12) on the arm (3), and thus renders the latter inoperative during a greater or shorter part of its stroke. The degree of inoperative movement allowed the arm (3) is controlled by a member (11A). When the member is in the position shown, the number of teeth engaged at each reciprocation is reduced to a minimum, so that the lower tariff is indicated, but when the cam is turned so that the large portion engages the arm (10), the pin (9) is moved nearer to the centre of the wheel (A), and, thus, the arm (3) engages a greater number of teeth at each reciprocation, and the higher tariff is recorded.
CARBURETTER.—Albion IYIotor Car Co., Ltd., and Another.—No. 25,566. dated 13th November, 1906.—This carburetter is arranged so that the proportions of the mixture remain equal, whatever the degree of throttling may be. The carburetter comprises a cylindrical casing (B), wherein slides a sleeve (A). In the sleeve is a slot (C) disposed opposite the fuel nozzle (132) ; this is closed at its upper end. The lower end of the sleeve is open, and communicates with the outlet (D2) of the carburetter, whilst an air inlet (E) is provided in the upper end, and co-operates with an air inlet (G) in the casing (B). The contours of the air inlet (E), and of the base (D) of the sleeve, are so arranged that the amount of air admitted is always proportional tothe degree of throttling, and thus the mixture is maintained constant.